Hybrid vehicle launch control

ABSTRACT

A launch control system which maximizes hybrid vehicle acceleration from a standing start. A hybrid vehicle includes wheels, an engine, a motor-generator, a processor, and an actuation device. The processor controls an engine speed and an engine torque independently from a wheel speed and a wheel torque. While the hybrid vehicle is at a standstill, the actuation device is switched to an on state, and the engine speed and engine torque is raised to optimal values. When the actuation device is subsequently switched to an off state, the engine speed and the engine torque is applied to the plurality of wheels to launch the hybrid vehicle. The processor blends or further adjusts the torque applied to the plurality of wheels to maximize the acceleration while optimizing an amount of wheel slip. The processor then learns the launch to improve performance on subsequent launches.

BACKGROUND

1. Field

The present application relates to a launch control system for hybridelectric vehicles which maximizes vehicle acceleration from a standingstart.

2. Description of the Related Art

Sometimes drivers like to launch their vehicles from a standing start.That is, the vehicle's engine is revved to a high speed while minimaltorque is applied to the wheels. In conventional vehicles, this maneuverrequires applying the brakes while revving the engine in order to holdthe vehicle in place while the engine is revved. When the brakes arereleased, the torque is transferred through a torque converter or clutchto the wheels. Some conventional vehicles have launch control featureswhich assists in performing this maneuver. However, hybrid vehiclescannot utilize the launch control features available in conventionalvehicles.

Unlike conventional vehicles, some hybrid vehicles do not use a torqueconverter or clutch. Rather, these hybrid vehicles employ anelectrically controlled variable transmission (ECVT). The ECVT utilizesa planetary gear, motor-generators, and control circuitry to adjust thespin rate of the engine. This allows the ECVT to control the enginespeed independent of the vehicle speed. The control logic can provide acounter torque at the wheels to balance out the engine torque. Theengine can be revved up while minimizing torque applied to the wheels.Although current hybrid vehicles may allow the engine to rev whilekeeping the vehicle at a standstill, this feature notifies the driverthat the accelerator pedal is pressed and is not configured to launchthe vehicle. Other hybrid vehicles may prevent the engine from revvingwhen both the accelerator and brake pedals are applied, as a safetyfeature. Certain other hybrid vehicles may instead charge the batterywhen the brake and accelerator pedals are applied concurrently. Thecontrol logic, which further includes basic slip control logic, isdesigned for stability control and traction control. However, there areno launch control features in hybrid vehicles.

Thus, there is a need for a launch control system for hybrid vehicles.

SUMMARY

The present disclosure relates to a hybrid vehicle having a launchcontrol logic. One aspect of the present disclosure is to provide ahybrid vehicle which can be launched from a standing start. Anotheraspect of the present disclosure is to provide a hybrid vehicle whoseengine can be revved to a maximum engine speed while the vehicle isstopped, then launched by applying the engine torque to the wheels.

In one implementation, the launch control system includes a plurality ofwheels, an engine, a motor-generator, a processor, and an actuationdevice. Each of the plurality of wheels has a wheel speed and a wheeltorque. The engine has an engine speed and an engine torque. The engineand the motor-generator are configured to provide power to the pluralityof wheels. The processor is configured to regulate the engine and themotor-generator to control the engine speed and the engine torqueindependently from the wheel speed and the wheel torque. When the wheelspeed and the wheel torque are substantially 0 and the actuation deviceis switched to an on state, the engine speed and the engine torque areapplied to the plurality of wheels when the actuation device is switchedto the off state.

In another implementation, a hybrid vehicle includes a plurality ofwheels, an engine, a motor-generator, an accelerator pedal, a brakepedal, and a processor. Each of the plurality of wheels has a wheelspeed and a wheel torque. The engine has an engine speed and an enginetorque. The engine and the motor-generator are configured to providepower to the plurality of wheels. The processor is configured toregulate the engine and the motor-generator to control the engine speedand the engine torque independently from the wheel speed and the wheeltorque. When the wheel speed and the wheel torque are substantially 0and the brake pedal is in an applied position, the engine speed and theengine torque are applied to the plurality of wheels when the brakepedal is changed to a released position.

In yet another implementation, a method for launching a hybrid vehicleincludes receiving an activation signal for a launch control logic, andreceiving an on signal for an actuation device. In response to the onsignal, an engine speed and an engine torque is controlled independentlyof a wheel speed and a wheel torque such that the wheel speed and thewheel torque are substantially 0. The engine speed and the engine torqueare increased, and an off signal for the actuation device is received.In response to the off signal, the engine speed and the engine torqueare applied to the wheels.

BRIEF DESCRIPTION OF THE DRAWINGS

The features, obstacles, and advantages of the present application willbecome more apparent from the detailed description set forth below whentaken in conjunction with the drawings, wherein:

FIG. 1 is a block diagram of a hybrid vehicle including an engine and amotor-generator according to an implementation of the presentdisclosure;

FIG. 2 is a flow chart of a launch control logic according to animplementation of the present disclosure;

FIGS. 3A-C are graphs depicting the wheel torque, engine torque, andbrake pressure of the launch control system over time according to animplementation of the present disclosure; and

FIG. 4 is a console display showing launch results according to animplementation of the present disclosure.

DETAILED DESCRIPTION

Apparatus, systems and methods that implement the implementations of thevarious features of the present application will now be described withreference to the drawings. The drawings and the associated descriptionsare provided to illustrate some implementations of the presentapplication and not to limit the scope of the present application.Throughout the drawings, reference numbers are re-used to indicatecorrespondence between referenced elements.

In one implementation, the present disclosure includes a block diagramof a hybrid vehicle 100 as shown in FIG. 1. The hybrid vehicle 100 caninclude a drive force unit 105 and wheels 170. The drive force unit 105further includes an engine 110, an electric motor-generator 191, anelectric motor-generator 192, a battery unit 195, an inverter box 197, abrake pedal 140, a brake pedal sensor 145, an accelerator pedal 130, anaccelerator pedal sensor 135, a transmission 120, a memory 160, aprocessor 150, a button 180, a speed sensor 182, and an accelerometer184.

The engine 110 primarily drives the wheels 170. The engine 110 can be aninternal combustion engine. The internal combustion engine can combustfuel, such as gasoline, ethanol, diesel, biofuel, or other types offuels which are suitable for combustion. The accelerator pedal sensor135 can detect a pressure applied to the accelerator pedal 130 or aposition of the accelerator pedal 130, which can adjust the power andtorque provided by the engine 110 and/or the motor-generators 191 and192. The torque output by the engine 110 is received by the transmission120. The motor-generators 191 and 192 can also output torque to thetransmission 120. The engine 110 and the motor-generators 191 and 192may be coupled through a planetary gear (not shown in FIG. 1). Thetransmission 120 delivers an applied torque to the wheels 170. Thetorque output by the engine 110 does not directly translate into theapplied torque to the wheels 170.

The motor-generators 191 and 192 can serve as motors which output torquein a drive mode, and can serve as generators to recharge the batteryunit 195 in a regeneration mode. The electric power delivered from or tothe motor-generators 191 and 192 passes through inverter box 197 to thebattery unit 195. The brake pedal sensor 145 can detect pressure appliedto the brake pedal 140 or a position of the brake pedal 140, which mayfurther affect the applied torque to the wheels 170. The speed sensor182 is connected to an output shaft of the transmission 120 to detect aspeed input which is converted into a vehicle speed by the processor150. The accelerometer 184 is connected to the body of the hybridvehicle 100 to detect the actual acceleration or deceleration of thehybrid vehicle 100.

The button 180 may be a button on an instrument panel (not shown inFIG. 1) of the hybrid vehicle 100, or may be located elsewhere withinthe driver's reach, such as on or near a steering wheel, or on the dash.The button 180 may be a switch or other similar device having an onstate and an off state, and capable of sending a signal indicating theon or off state. Alternatively, the button 180 may be a touch-sensitivearea capable of sending signals which may be interpreted as on or off.The processor 150 may detect a signal from the button 180 to activate alaunch control logic.

The transmission 120 is a transmission suitable for a hybrid vehicle.The transmission 120 can be an ECVT, which is coupled to the engine 110as well as the motor-generators 191 and 192. The transmission 120 candeliver torque output from a combination of the engine 110 and themotor-generators 191 and 192. The processor 150 controls thetransmission 120, utilizing data stored in the memory 160 to determinethe applied torque delivered to the wheels 170. For example, theprocessor 150 may determine that at a certain vehicle speed, the engine110 should provide a fraction of the applied torque to the wheels 170while the motor-generator 191 provides most of the applied torque. Theprocessor 150 and the transmission 120 can control an engine speed ofthe engine 110 independently from the vehicle speed.

FIG. 2 illustrates a flow chart 200 of one implementation of a launchcontrol logic of the processor 150. At 210, the launch control logic isactivated. The driver of the hybrid vehicle 100 may push the button 180to send an activation signal, which is received by the processor 150 toactivate the launch control logic. The launch control logic is activatedwhen the hybrid vehicle 100 is stopped. The processor 150 checks thespeed sensor 182 for a 0 speed, indicating the hybrid vehicle 100 isstopped. The processor 150 may also check the accelerometer 184 for a 0acceleration, which also indicates that the hybrid vehicle 100 isstopped. In other implementations, the driver may activate the launchcontrol logic through other means, such as a lever, switch, audiocommand, or through a user interface within the hybrid vehicle 100. Thelaunch control logic may be activated through one or more means.Alternatively, the launch control logic may be automatically activated.For example, the processor 150 and the memory 160 may determine thatcertain conditions, which may be previously set by the driver ordetermined heuristically, are met and accordingly prompt automaticactivation of the launch control logic.

At 220, the actuation device is turned on. The actuation device sends anon signal to the processor 150 to indicate it is in an on state. In oneimplementation, the actuation device may be the brake pedal 140. Thedriver applies pressure to the brake pedal 140 such that the actuationdevice is in the on state while the brake pedal 140 is applied. The onsignal may be continuous as the actuation device is applied, or may be adiscrete signal which is updated when the actuation device is no longerapplied. In certain implementations, rather than determining a binaryon/off state of the actuation device, the processor 150 may detectdegrees of actuation. For example, the brake pedal 140, when fullyapplied, may indicate to the processor 150 to expect a maximumacceleration launch. The brake pedal 140, when a reduced pressure isapplied, may indicate to the processor 150 to expect a shorter orotherwise reduced acceleration launch.

In alternative implementations, the actuation device may also send theactivation signal for the launch control logic. The button 180 mayactivate the launch control logic when initially pushed, and when helddown, may also indicate the on state for the actuation device. Thedriver then pushes and holds down the button 180 to both activate thelaunch control logic and turn on the actuation device. In certainimplementations, the button 180 also sends a brake signal, such that thedriver need only hold down the button 180 without simultaneously holdingdown the brake pedal 140. The button 180 may be configured to send thebrake signal only when the launch control logic is active.

The actuation device may further be implemented through more than onemeans. For instance, the button 180 and the brake pedal 140 may both beconfigured to send the activation signal. The driver may then use thebutton 180 to indicate the on state. The driver may then apply the brakepedal 140 while releasing the button 180, but still maintain the onstate, to give the driver multiple options for controlling the launchcontrol logic.

At 230, the engine speed and the engine torque are controlledindependent of the wheel speed and the wheel torque. The processor 150can prevent or counter torque from being applied to the wheels 170. Thetorque from the engine 110 may be countered by a counter torque from themotor-generator 191 or 192. However, due to the planetary gearconfiguration, there may still be a torque at the wheels 170. Byrequiring the driver to hold down the brake pedal 140, the hybridvehicle 100 remains stationary. In certain implementations, the brakepedal 140 also acts as the actuation device, as described above. Inother implementations, the button 180 sends the brake signal so that thedriver does not have to hold down the brake pedal 140.

At 240, the engine speed and the engine torque are increased based onthe engine data and the wheel slip data. The driver can increase theengine speed and the torque by applying pressure on or to theaccelerator pedal 130. The increase in the engine speed and the torquemay correspond to the position of the accelerator pedal 130. Fullyapplying the accelerator pedal 130 raises the engine speed to a maximumengine speed, which also indicates to the processor 150 to apply amaximum acceleration. With the launch control logic activated, theengine speed may be higher than a maximum available engine speed whenthe launch control logic is disabled. Because the engine speed and thetorque can be controlled independent of the wheel speed and the torque,the driver can apply the accelerator pedal 130 to rev the engine 110without moving the hybrid vehicle 100. This allows the driver to rev theengine 110 to a higher engine torque and speed than normally availablewhen the hybrid vehicle 100 is not moving. This further allows thedriver to hold the engine 110 at a higher engine torque and speed thannormally available when the hybrid vehicle 100 is not moving.

In a normal acceleration from a standing start, the inertia required toinitially rev up an engine takes power away from the wheels. A hybridvehicle can utilize an electric motor for the initial launch, but theelectric motor provides much less power than the engine. Advantageously,the hybrid vehicle 100 can rev up the engine 110 before the launch inorder to deliver full power without waiting for the engine 110. Sincethe motor-generator 191 or 192 does not have to substitute for theengine 110, the motor-generator 191 or 192 can also deliver full power.

Because the driver has selected the launch control, the processor 150can determine that if the accelerator pedal 130 is sufficiently pressed,the processor 150 should apply the maximum acceleration. In other words,if the driver applies enough pressure to meet or exceed a pedalthreshold, the processor 150 will apply the maximum acceleration even ifthe driver did not fully apply the accelerator pedal 130. The pedalthreshold may be 50%, 90% or another suitable threshold. The thresholdmay depend on safety concerns. In addition, the threshold may be chosento allow a smooth transition back to normal accelerator pedal control.

The memory 160 holds the engine data and the wheel slip data. The enginedata includes data regarding previous launches, including engine speedsand torques used and results based on feedback from the speed sensor 182and the accelerometer 184. The wheel slip data includes data based onfeedback from a slip control logic or a traction control logic. Storingperformance and wheel slip feedback data from previous launches allowsthe launch control logic to learn launching parameters andcharacteristics. By analyzing the engine data, the processor 150 candetermine an optimal engine speed and torque for maximum acceleration.When available, the processor 150 can take into account otherparameters, such as temperature, altitude, or grade, to further optimizethe engine torque.

Based on the engine data, the processor 150 can determine an optimalengine speed. The optimal engine speed may not be a maximum enginespeed, or may not correspond to the engine speed requested by the driverthrough the accelerator pedal 130. Once the driver presses theaccelerator pedal 130 beyond the pedal threshold, the processor 150 canoverride the driver's requested engine speed to instead apply theoptimal engine speed. In alternative implementations, the driver may bepresented a choice between manual engine speed control or automaticengine speed control.

If there is too much wheel slip, then at launch, the wheels 170 willspin fast without traction, which does not move the hybrid vehicle 100and instead wears out the tires of the wheels 170. However, a smallamount of wheel slip may be favorable, as it can allow for improvedacceleration. The wheel slip data includes how much wheel slip occursfor various parameters, such as engine speed and torque. The processor150 can then optimize the amount of wheel slip for maximum acceleration.

At 250, the activation device is turned off. Releasing the actuationdevice signals the off state to the processor 150. The off signal may besent as a second “off” signal, or may be signaled by the absence of acontinuing “on” signal. In certain implementations, the driver mayrelease the brake pedal 140 and/or the button 180 to indicate the offstate.

At 260, in response to the actuation device turning off, the processor150 applies the engine speed and the torque to the wheels 170. Theengine speed and the torque may be the optimized engine speed andtorque, or may be a requested engine speed and torque from the driver.The processor 150 may utilize additional logic to maximize theacceleration from a standing start. The power from the engine 110 andthe motor-generators 191 and 192 to the wheels 170 is blended. Theprocessor 150 may also read the accelerometer 184 to determine how muchtorque to apply to the wheels 170. If too much torque is applied atonce, the wheels 170 may spin, but the hybrid vehicle 100 will not movebecause the wheels 170 would slip. Rather than applying the torque atonce, the torque may be ramped up to keep the hybrid vehicle 100accelerating as fast as possible.

At 270, the engine data and the wheel slip data are updated. Theprocessor 150 stores the engine data and the wheel slip data in thememory 160. In other implementations, the engine data and/or the wheelslip data may be stored in another on-board memory, or an externalmemory. The external memory may also be wirelessly connected to theprocessor 150. In addition, other performance metrics and results may bestored, for the processor 150 to better optimize subsequent launches orto provide the driver with results.

FIGS. 3A-C present graphs of the wheel torque (FIG. 3A), engine torque(FIG. 3B), and brake pressure (FIG. 3C) as the launch control logic isactivated. In plot 310 of FIG. 3A, the wheel torque curve 315illustrates a wheel torque over time. In plot 320 of FIG. 3B, the enginetorque curve 325 illustrates an engine torque over time. In plot 330 ofFIG. 3C, the brake pressure curve 335 illustrates a brake pressure overtime. The plots represent approximate representations to show therelationship between the wheel torque, the engine torque, and the brakepressure, rather than exact values. Further, the plots do notnecessarily represent or resemble actual curves that may be measuredfrom bench testing.

At time t₀, the launch control logic is activated, and the actuationdevice, e.g. brake pedal 140, is applied as seen by the brake pressurecurve 335. The wheel torque at time t₀ is substantially 0 as the hybridvehicle 100 is at a standstill, as seen by the wheel torque curve 315.The engine torque at time t₀ is minimal because the engine 110 has notbeen revved, as seen by the engine torque curve 325.

At time t₁, the actuation device is in the on state, allowing the enginetorque and speed to be increased without being applied to the wheels170. The engine torque rises as the driver applies the accelerator pedal130. The engine 110 may be revved up to a high speed and kept at a highspeed until the driver is ready to launch the hybrid vehicle 100. Formaximum acceleration, the engine 110 may be revved up to a maximumengine speed, or an optimal engine speed if available. The wheel torqueremains substantially 0 as it is controlled independent from the enginetorque.

At time t₂, the brake pedal 140 is fully released to launch the hybridvehicle 100. The engine torque may remain relatively constant as thedriver has not released the accelerator pedal 130. However, the wheeltorque is dramatically increased, as the engine torque and the speed areapplied to the wheels 170. The engine torque may be blended with themotor-generator torque to maximize acceleration.

As a safety precaution, the launch control logic may prevent the hybridvehicle 100 from launching if there is any brake pedal pressure. Asanother safety precaution, the launch control logic may limit the lengthof time the driver can hold the engine 110 at the high engine speed. Thelaunch control logic may then cancel the launch, or may automaticallyreduce the engine speed.

FIG. 4 illustrates a screen 400 viewed by the driver of the hybridvehicle 100. The screen 400 may be displayed on a normal consoledisplay, or may otherwise be made visible to the driver while driving.The screen 400 may be always available to the driver, or may beaccessible through an interface. The screen 400 displays a launch resultsummary to the driver through an interface. In FIG. 4, the interface isa touch screen, but may also include physical buttons in otherimplementations.

A launch control indicator 410 indicates that the hybrid vehicle 100 isin a launch control mode, with the launch control logic activated. Thelaunch control indicator 410 may light up when the button 180 is pushed.The launch control indicator 410 dims when the launch control logic isinactive or canceled. Although the launch control indicator 410 isrepresented by the text “LAUNCH CONTROL,” in alternative embodiments,the launch control indicator 410 may be different text, such as “LC,” ormay be a graphical icon. In certain implementations, the button 180 maybe the launch control indicator 410.

A stopwatch 420 measures a time of the launch. The stopwatch 420 maystart when the activation device is turned off, and stop when acondition occurs. The condition may be a target speed, such as 60 mph,which may also be selectable by the driver. For example, the driver mayrelease the button 180, starting the stopwatch 420. The stopwatch 420runs until the hybrid vehicle 100 reaches 60 mph, at which point thestopwatch 420 stops and displays the 0-60 time. In FIG. 4, the stopwatch420 is a digital display in seconds. In other implementations, thestopwatch 420 may be presented in another fashion, such as an analogclock with hands. The driver may also select the precision displayed bythe stopwatch 420.

A best time display 430 shows the fastest time measured by the stopwatch420. The driver can compare his current launch time with his previousbest time. In FIG. 4, the hybrid vehicle 100 has a 5.3 second 0-60 time,but has a best time of 4.2 seconds. The memory 160 may store a singlebest time, or multiple best times for each stopwatch condition, such as0-60, 0-80, 0-100, etc. Alternatively, the best time display 430 mayinstead show the time from the most recent launch. By seeing both times,the driver can better determine which parameters to change to increaseperformance.

An acceleration chart 440 displays the acceleration of the hybridvehicle 100, which may be measured by the accelerometer 184.Specifically, a G curve 450 displays the G's felt over time during thelaunch. A peak G indicator 455 denotes the peak G experienced during thelaunch. A speed curve 460 displays a vehicle speed of the hybrid vehicle100 during the launch.

The driver is presented with a launch result summary that allows thedriver to further tweak launch parameters. Although FIG. 4 presents onepossible launch result summary, the driver may customize the display, byrearranging elements and adding or removing elements. The interface mayfurther allow the driver to view other historic launch data stored inthe memory 160 or other memory, including the engine data and the wheelslip data.

Rather than tweaking launch parameters, the driver may be interested inseeing the learning progression of the launch control logic. By viewingthe launch result summary, the driver can see how the launch controllogic has learned and improved launches over time. The launch resultsummary may also be exported to be viewed and analyzed outside of thehybrid vehicle 100.

Those of ordinary skill would appreciate that the various illustrativelogical blocks, modules, and algorithm steps described in connectionwith the examples disclosed herein may be implemented as electronichardware, computer software, or combinations of both. Furthermore, thepresent application can also be embodied on a machine readable mediumcausing a processor or computer to perform or execute certain functions.

To clearly illustrate this interchangeability of hardware and software,various illustrative components, blocks, modules, circuits, and stepshave been described above generally in terms of their functionality.Whether such functionality is implemented as hardware or softwaredepends upon the particular application and design constraints imposedon the overall system. Skilled artisans may implement the describedfunctionality in varying ways for each particular application, but suchimplementation decisions should not be interpreted as causing adeparture from the scope of the disclosed apparatus and methods.

The various illustrative logical blocks, units, modules, and circuitsdescribed in connection with the examples disclosed herein may beimplemented or performed with a general purpose processor, a digitalsignal processor (DSP), an application specific integrated circuit(ASIC), a field programmable gate array (FPGA) or other programmablelogic device, discrete gate or transistor logic, discrete hardwarecomponents, or any combination thereof designed to perform the functionsdescribed herein. A general purpose processor may be a microprocessor,but in the alternative, the processor may be any conventional processor,controller, microcontroller, or state machine. A processor may also beimplemented as a combination of computing devices, e.g., a combinationof a DSP and a microprocessor, a plurality of microprocessors, one ormore microprocessors in conjunction with a DSP core, or any other suchconfiguration.

The steps of a method or algorithm described in connection with theexamples disclosed herein may be embodied directly in hardware, in asoftware module executed by a processor, or in a combination of the two.The steps of the method or algorithm may also be performed in analternate order from those provided in the examples. A software modulemay reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROMmemory, registers, hard disk, a removable disk, a CD-ROM, or any otherform of storage medium known in the art. An exemplary storage medium iscoupled to the processor such that the processor can read informationfrom, and write information to, the storage medium. In the alternative,the storage medium may be integral to the processor. The processor andthe storage medium may reside in an Application Specific IntegratedCircuit (ASIC). The ASIC may reside in a wireless modem. In thealternative, the processor and the storage medium may reside as discretecomponents in the wireless modem.

The previous description of the disclosed examples is provided to enableany person of ordinary skill in the art to make or use the disclosedmethods and apparatus. Various modifications to these examples will bereadily apparent to those skilled in the art, and the principles definedherein may be applied to other examples without departing from thespirit or scope of the disclosed method and apparatus. The describedimplementations are to be considered in all respects only asillustrative and not restrictive and the scope of the application is,therefore, indicated by the appended claims rather than by the foregoingdescription. All changes which come within the meaning and range ofequivalency of the claims are to be embraced within their scope.

What is claimed is:
 1. A launch control system for launching a hybridvehicle comprising: a plurality of wheels having a wheel speed and awheel torque; an engine having an engine speed and an engine torque andconfigured to provide power to the plurality of wheels; amotor-generator configured to provide power to the plurality of wheels;a memory configured to store engine data and wheel slip data; aprocessor configured to regulate the engine and the motor-generator tocontrol the engine speed and the engine torque independently from thewheel speed and the wheel torque; and an actuation device having an onstate and an off state, wherein the wheel speed and the wheel torque aresubstantially 0 during the on state, and the engine speed and the enginetorque are applied to the plurality of wheels based on the engine dataand the wheel slip data when the actuation device is switched from theon state to the off state.
 2. The launch control system of claim 1,wherein the processor is further configured to blend the power from theengine and the power from the motor-generator to the plurality of wheelswhen the actuation device is switched from the on state to the off stateto maximize an acceleration of the hybrid vehicle.
 3. The launch controlsystem of claim 1, wherein the engine speed that is applied to theplurality of wheels when the actuation device is in the on state ishigher than a maximum available engine speed when the hybrid vehicle isstopped and the actuation device is in the off state.
 4. The launchcontrol system of claim 1, further comprising an accelerator pedal andan accelerator pedal sensor configured to detect a position of theaccelerator pedal, wherein the engine speed and the engine torquecorresponds to the position of the accelerator pedal.
 5. The launchcontrol system of claim 1, further comprising an accelerator pedal andan accelerator pedal sensor configured to detect a position of theaccelerator pedal, wherein the processor applies the engine speed andthe engine torque when the accelerator pedal is pressed beyond a pedalthreshold.
 6. The launch control system of claim 1, wherein theactuation device comprises a button.
 7. The launch control system ofclaim 6, wherein the button is configured to send a brake signal.
 8. Ahybrid vehicle comprising: a plurality of wheels having a wheel speedand a wheel torque; an engine having an engine speed and an enginetorque and configured to provide power to the plurality of wheels; amotor-generator configured to provide power to the plurality of wheels;an accelerator pedal; an accelerator pedal sensor configured to detectan accelerator pedal position, wherein the accelerator pedal positioncontrols the engine speed and the engine torque; a brake pedal; a brakepedal sensor configured to detect a brake pedal position; a memoryconfigured to store engine data and wheel slip data; and a processorconfigured to regulate the engine and the motor-generator to control theengine speed and the engine torque independently from the wheel speedand the wheel torque, wherein the engine speed and the engine torque arenot applied to the plurality of wheels when the brake pedal is in anapplied position such that the wheel speed and the wheel torque aresubstantially 0 when the brake pedal is in the applied position, and theengine speed and the engine torque are applied to the plurality ofwheels based on the engine data and wheel slip data when the brake pedalis changed from the applied position to a released position in order toperform a launch of the hybrid vehicle.
 9. The hybrid vehicle of claim8, further comprising a display configured to display a launch resultsummary of the launch.
 10. The hybrid vehicle of claim 8, wherein theengine speed that is applied to the plurality of wheels when the brakepedal is in the applied position is higher than a maximum availableengine speed when the hybrid vehicle is stopped and the brake pedal isin the released position.
 11. The hybrid vehicle of claim 8, wherein theprocessor is further configured to adjust the engine speed and theengine torque applied to the plurality of wheels to optimize a wheelslip.
 12. The hybrid vehicle of claim 8, further comprising anaccelerometer for detecting an acceleration of the hybrid vehicle,wherein the processor is further configured to control the engine speedand the engine torque applied to the plurality of wheels based on theacceleration.
 13. The hybrid vehicle of claim 8, further comprising aspeed sensor for detecting a speed of the hybrid vehicle, wherein theprocessor is further configured to control the engine speed and theengine torque applied to the plurality of wheels based on the speed. 14.The hybrid vehicle of claim 8, further comprising a button configured tosend a signal to the processor to activate a launch control logic.
 15. Amethod to launch a hybrid vehicle comprising: receiving an activationsignal for a launch control logic; receiving an on signal for anactuation device; in response to the on signal, controlling an enginespeed and an engine torque of an engine independently of a wheel speedand a wheel torque of a plurality of wheels such that the wheel speedand the wheel torque are substantially 0, the engine speed and theengine torque controlled based on engine data and wheel slip data;increasing the engine speed and the engine torque; receiving an offsignal for the actuation device; in response to the off signal, applyingthe engine speed and the engine torque to the plurality of wheels basedon the engine data and the wheel slip data to perform a launch; andupdating the engine data and the wheel slip data.
 16. The method ofclaim 15, wherein the increasing the engine speed increases the enginespeed higher than a maximum available engine speed when the hybridvehicle is stopped and the launch control logic is inactive.
 17. Themethod of claim 15, wherein the applying the engine speed and the enginetorque to the plurality of wheels further comprises optimizing a wheelslip.
 18. The method of claim 15, further comprising holding the hybridvehicle to a stop prior to the receiving the off signal.
 19. The methodof claim 15, wherein the receiving the activation signal and thereceiving the on signal occurs substantially concurrently.
 20. Themethod of claim 15, wherein the updating the engine data and the wheelslip data further comprises storing launch performance data to maximizeacceleration in subsequent launches.